21st Century Innovations for the Helicopter
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21st Century Innovations for the Helicopter
Could I ask helicopter pilots and engineers to offer their suggestions for something they would like to see improved about helicopters and which they think might be achievable with current levels of technology.
For instance, as a pilot or engineer what is the thing/s you would most like to see improved about the helicopter you fly and work on.
Even though I'm just a spectator I won't let myself off the hook and here's my idea for a safety item -
In the thread for the Brazilian TV helicopter which crashed and also in the one for the crash in Siberia the helicopters are badly damaged because of a loss of control and of course there are so many more like these all around the world.
My suggestion is for a "helicopter air bag" which can be activated in the event that the pilot has lost complete control and is certain he is going to crash land.
The air bags could be fitted to the underbelly of the heli and serve as floats in the event of having to land on the water but they should be maybe a bit bigger and maybe more of them so that they could cushion a hard landing as in an accident.
I know it sounds stupid and I am sure it won't work for lots of aerodynamic reasons that I don't yet understand but I just wanted to add my thoughts.
I am really interested to hear from professionals on what they think is the most important or useful thing that should be developed to improve helicopters or that you would like to see improved on helicopters.
For instance, as a pilot or engineer what is the thing/s you would most like to see improved about the helicopter you fly and work on.
Even though I'm just a spectator I won't let myself off the hook and here's my idea for a safety item -
In the thread for the Brazilian TV helicopter which crashed and also in the one for the crash in Siberia the helicopters are badly damaged because of a loss of control and of course there are so many more like these all around the world.
My suggestion is for a "helicopter air bag" which can be activated in the event that the pilot has lost complete control and is certain he is going to crash land.
The air bags could be fitted to the underbelly of the heli and serve as floats in the event of having to land on the water but they should be maybe a bit bigger and maybe more of them so that they could cushion a hard landing as in an accident.
I know it sounds stupid and I am sure it won't work for lots of aerodynamic reasons that I don't yet understand but I just wanted to add my thoughts.
I am really interested to hear from professionals on what they think is the most important or useful thing that should be developed to improve helicopters or that you would like to see improved on helicopters.
Last edited by HeliStudent; 20th Jul 2013 at 11:13.
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I'm not so interested in comments about my idea coz I know its rubbish but I am very interested to hear from those flying regularly or working regularly on helicopters (those with experience) to hear what they think is really needed or could be done in the future.
I do not think that any airbags inflating under the helicopter will take off, as it were. The examples you show are of them not in full control. Flotation bags offshore expect the helicopter to be ditched correctly under full control otherwise it will not stay upright; the same would be expected on the ground.
Personally I would like to see full OEI performance at all weights and temperature altitudes. Should standard airline passengers be told that they was being bumped because it was too hot and there was not enough wind down the runway there would be an uproar and so it should be with passenger carrying helicopters.
Personally I would like to see full OEI performance at all weights and temperature altitudes. Should standard airline passengers be told that they was being bumped because it was too hot and there was not enough wind down the runway there would be an uproar and so it should be with passenger carrying helicopters.
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Anything that improves the reliability of the MRGB, because as far as I can see that is the weakest point on the modern twin IFR aircraft, especially when operating over water. Unfortunately I have no idea what that new idea is 😟
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Maybe they (Mfgs) could start with something easy,like in this letter
XXXXXXXXX RotorCraft, Inc.
El Cajon, Ca. 92020
August 21, 2000
"Dear Folks:
This is in Reference to your expensive 250C20 series engines. You are probably aware of the tendency of these engines to leak oil. Much of our maintenance effort is spent on trying to fix these never ending leaks.
I think I may have come upon a remedy for the above problem. For about fifty years I have operated lawn mowers. These mowers have a vertical shaft that drives a blade. This mechanism is immersed in oil. In spite of poor maintenance, sudden stoppage, over speeding (one turned so fast that it almost went into a hover), lack of oil, too much oil, and imbalance and out of track blades, etc. I have yet to see a drop of oil on the surface where the machines were parked. In light of the above I think you should either merge with Briggs & Stratton or hire one of their engineers.
Respectfully,
Bob XXXXXXXXXX
P.S. You might pass this on to MD Helicopters we have the same problem with their gear-boxes. I'm sure they would be grateful."
XXXXXXXXX RotorCraft, Inc.
El Cajon, Ca. 92020
August 21, 2000
"Dear Folks:
This is in Reference to your expensive 250C20 series engines. You are probably aware of the tendency of these engines to leak oil. Much of our maintenance effort is spent on trying to fix these never ending leaks.
I think I may have come upon a remedy for the above problem. For about fifty years I have operated lawn mowers. These mowers have a vertical shaft that drives a blade. This mechanism is immersed in oil. In spite of poor maintenance, sudden stoppage, over speeding (one turned so fast that it almost went into a hover), lack of oil, too much oil, and imbalance and out of track blades, etc. I have yet to see a drop of oil on the surface where the machines were parked. In light of the above I think you should either merge with Briggs & Stratton or hire one of their engineers.
Respectfully,
Bob XXXXXXXXXX
P.S. You might pass this on to MD Helicopters we have the same problem with their gear-boxes. I'm sure they would be grateful."
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I'd just like rear facing cameras so I can see what's falling off, leaking out, or on fire.
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Personally, I like simple, reliable, and simple.
The mirrors on the 61 were brilliant! And no circuits to fail!
For myself, I want versatility. In the thread Ian references, guys ask for helicopters that have full Class 1 OEI performance fully loaded everywhere. I hear it said about the 225 (no, I'm not 225 bashing!) that all seats get filled, every time. I prefer an old 61. Lots of seats, lots of fuel tanks and lots of cargo space. I manage it.
I was able to accomplish a number of missions as long as I had the integrity and professionalism to trade one (fuel/cargo/people) for the other. I am saddened that the regulators and manufacturers no longer feel we are capable of managing the helicopter's capabilities ourselves.
I'd also put in a vote for NVG/EVS compatible cockpits as standard.
More autopilot modes and complicated features programmed in I don't need. I don't care if it will level off at 50' over the runway at the bottom of an ILS when it's only certified to Cat I. The only reason I'm there is because I screwed up or mother nature has decided to commit homicide.
I don't need a helicopter that thinks for me, but rather one that gives me capabilities to make a hard job look easy.
It would also be nice to see a manufacturer who aims at the utility market. Good load visibility, a rotor designed to lift, not go fast, and get rid of any weight that isn't lifting the load!
I'd just like rear facing cameras so I can see what's falling off, leaking out, or on fire.
For myself, I want versatility. In the thread Ian references, guys ask for helicopters that have full Class 1 OEI performance fully loaded everywhere. I hear it said about the 225 (no, I'm not 225 bashing!) that all seats get filled, every time. I prefer an old 61. Lots of seats, lots of fuel tanks and lots of cargo space. I manage it.
I was able to accomplish a number of missions as long as I had the integrity and professionalism to trade one (fuel/cargo/people) for the other. I am saddened that the regulators and manufacturers no longer feel we are capable of managing the helicopter's capabilities ourselves.
I'd also put in a vote for NVG/EVS compatible cockpits as standard.
More autopilot modes and complicated features programmed in I don't need. I don't care if it will level off at 50' over the runway at the bottom of an ILS when it's only certified to Cat I. The only reason I'm there is because I screwed up or mother nature has decided to commit homicide.
I don't need a helicopter that thinks for me, but rather one that gives me capabilities to make a hard job look easy.
It would also be nice to see a manufacturer who aims at the utility market. Good load visibility, a rotor designed to lift, not go fast, and get rid of any weight that isn't lifting the load!
Last edited by pilot and apprentice; 20th Jul 2013 at 18:42.
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Guys this thread is about air bags not rear view mirrors!
I/C that's a great thread, thanks!
There are some very interesting comments including this one by plaskon -
Fenestron tail rotor standard.
A parachute system good enough to make tail boom or main rotor separation survivable.
External airbags to cushion the hull on impact.
A parachute system good enough to make tail boom or main rotor separation survivable.
External airbags to cushion the hull on impact.
It is interesting that Russian Helicopters are equipped to fly in icing conditions, carry a big payload and have surplus power but are lacking in system redundancy.
Western countries have (mainly) helicopters that can't fly in ice and have limited power but have system redundancy.
To bad we can’t mix the best of both philosophies.
Western countries have (mainly) helicopters that can't fly in ice and have limited power but have system redundancy.
To bad we can’t mix the best of both philosophies.
Last edited by HeliStudent; 20th Jul 2013 at 19:29.
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Of the things mentioned so far,
* Full time single engine performance
* Problem free gearbox
* Camera to see the back of the helicopter
* Ability to fly in icing conditions
On the matter of the gearbox, it is not possible to simply over-engineer it?
* Full time single engine performance
* Problem free gearbox
* Camera to see the back of the helicopter
* Ability to fly in icing conditions
On the matter of the gearbox, it is not possible to simply over-engineer it?
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21st Century Innovations for the Helicopter
I want a turn key solution. Just like in my car. I turn the key and the bloody thing starts up and is ready to fly. No need for hundreds of boring checks, all that could be automated in todays highly integrated systems, one should think.
If that could come together with a moderate diskloading so that one could hover without creating havoc to the world below and together with a cabin that is fairly level in the hover combined with a hight that alows a northern european to work in the cabin upright is all I ask for. Ready is your SAR bird, provided it can carry fuel for 5 hours.
If that could come together with a moderate diskloading so that one could hover without creating havoc to the world below and together with a cabin that is fairly level in the hover combined with a hight that alows a northern european to work in the cabin upright is all I ask for. Ready is your SAR bird, provided it can carry fuel for 5 hours.
A head and blades that can't slice off the tail or cockpit, or a tail and cockpit that can deflect blades.
A capsule style composite cabin that separates from the frame in a major impact, rather than be integrated into the frame so it is crushed by the gearbox and engine.
A fuel bladder that is exterior to the frame so it too can fly off and roll away in a prang.
Nice but not possible; an ancillary independently powered device to correct a spin caused by loss of thrust from tail rotor.
Mickjoebill
A capsule style composite cabin that separates from the frame in a major impact, rather than be integrated into the frame so it is crushed by the gearbox and engine.
A fuel bladder that is exterior to the frame so it too can fly off and roll away in a prang.
Nice but not possible; an ancillary independently powered device to correct a spin caused by loss of thrust from tail rotor.
Mickjoebill
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I get the distinct impression that I have seen post 15 somewhere before with the same author. something jigging me. But I aint going looking.
Harry, you need to go to France, that is where Napoleon comes from. He was primarily a mathematician and inventor of the metric system which relates everything to one, because he was smart enough to work out he was dealing with the French who apparently cannot count much further than one. See how many things you have to do to start a French helicopter for example. In an American helicopters one is turning switches, taps and valves for half a blessed hour to get 'em going.
cheers tet
Harry, you need to go to France, that is where Napoleon comes from. He was primarily a mathematician and inventor of the metric system which relates everything to one, because he was smart enough to work out he was dealing with the French who apparently cannot count much further than one. See how many things you have to do to start a French helicopter for example. In an American helicopters one is turning switches, taps and valves for half a blessed hour to get 'em going.
cheers tet
Last edited by topendtorque; 21st Jul 2013 at 05:09.
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I would like to see pilot seats which you can sit in for a couple of hours without needing a chiropractor afterwards. You can get a decent seat in a 10,000 Euro/pound car, so why cant anyone make a comfy helicopter seat?
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We most likely would have more technically advanced helicopters if the regulator allowed an easier upgrade path.
For example, upgrade piston engines to electronic ignition, but the certification process is prohibitive cost wise.
If only we could throw out the regulator and get one in that is pro aviation...
For example, upgrade piston engines to electronic ignition, but the certification process is prohibitive cost wise.
If only we could throw out the regulator and get one in that is pro aviation...